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(No Model.) 2 sheets-sneer 1. K. H. G. PRESTON.

GATE.

No. 333,293. m Patented Mar. 23, 13133.`

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(No Model.) l 2 sheetssheet 2,

l K. H. C. PRESTON.

GATE. Da-338,298. Patented Mar. 23, 1886.

UNITED STATES PATENT OFFICE.l

KING H. O. PRESTON, OF SYRACUSE, ASSIGNOR TO vTHE OOPELAND` MANU-EAOTURING COMPANY, OF NEW YORK, N. Y.

GATE.

SPECIFICATION forming part of Letters Patent No. 338,298, dated March23, 1886.

Application tiled December 26, 1885. Serial No. 186.775.

To all whom it may concern:

Be it known that I, KING H. C. PREsToN, of Syracuse, in the county ofOnondaga and State of New York, have invented a new and usefulImprovement in Gates; and I do hereby declare that the following is afull, clear, and exact description of the same.

My invention is an improvement in railwaygates, and designed for thepurpose of securing lightness, strength, ease in handling," and economy.It embodies the principle heretofore applied to farm-gates and shown inthe United States Letters Patent to Riley, N o. 75,792, of 1858, inwhich the gate is provided with arms which are pivoted to posts on whichthe arms swing in vertical planes and allow the gate to be swung to alower position to obstruct the way or to an elevated position to openthe way.

In the gate shown in the patent referred to,

a stiff-framed gate is used, and provision is made for raisingorlowering. Mechanism for this purpose is shown in a similar form ofgate described in the United States Letters Patent to Anderson, No.231,851, of 1880, in which a gear and toothed segment are applied to'thepivot or shaft on one side, the gate being short and stiff enough topermit it to be swung up by power applied to one side. Such 3o a stiffand heavy gate could not be used at railway-crossings for the reasonthat the great length required and consequent weight would render thegate unmanageable. It is therefore impracticable to apply the form ofgate 3 5 shown in the aforesaid patent to railway-crossings with theordinary means for applying the lifting-power on one end only of thegate, as it could not be raised andlowered. Further, if mechanism weredevised for simultaneously 4o raising and lowering both ends, it wouldstill be necessary to devise means for reducing the weight of the gateto adapt it to the length required.

My invention therefore consists of the devices and combination ofdevices hereinafter fully described and specifically claimed.

In the accompanying drawings, Figure 1 is a perspective view of thegates in their raised position, the underground connections being 5oshown in dotted lines. Eig. 2 is a View rep- (No model.)

resenting in elevation the gates and their supports upon opposite sidesof the railway, and in section the conduit for the operating ropeorchain. Fig. 3 is a detail View of one of the gate-bars and its post. 5 5

In the drawings, A represents the posts which support the gate. They areset upon opposite sides of roads or railways. These posts are notextended to the full height of the gate when raised, but may be ten feethigh, more 6o or less, according to the height required. Upon theseposts are set iron caps B, and on these are pivoted the frames C. Eachframe consists of a vertical bar, c, and horizontal arm d, the outer endof which is provided 6 5 with an ear, e. Through this ear and throughears on the cap and through the vertical bar c, extends a bolt, f. Thisforms an elongated bearing to sustain the strain of the wire. It will beunderstood that the caps are the same 7o on all the posts, and theframes on one side of the railway are connected by a wire, g, which isshown as running through holes in the ends of the frames, and thencedownto the outer end of the arm d, to which the wire is attached; butthe wire may be attached to the outer or free ends of the arms c, and aseparate rod, chain, or bar be carried down to the end of the arm d. Thearm 'c may be, for example, six feet long from the pivot when 8o swungup. Therefore, as shown in Fig. 1, the wire g will be suspended sixteenfeet above the roadway; but when the arms are swung down to a verticalposition the wire will be suspended four feet from theroadway, and thewire then forms a barrier to obstruct the road and prevent teams fromcrossing. the railway when a train is approaching. The gate beingduplicate and on both sides of the railway, any one is barred fromapproach in go either direction.

In order to balance the longer ends of the arms and the weight of thewire,I place weights G on the shorter ends of the arms sufficient forthe purpose.

In order to move the frames which carry the wire g simultaneously atboth ends of the gates, I form connections by means of pulleys passingthrough gas tubes placed underground. Pulleys Hare fixed to'the outerends roo of the arms d and concentric with the pivoted bolts of theframes. The pulleys are grooved, and. the rope or chain 7L passes overthem. The rope extends from one pulley down through a Vertical gas-pipe,1, over a small pulley in the bend of the gas-pipe, and from this bendthrough a connected gas-pipe, k, over another pulley in the bend, andtherefrom up through avertical piece of connected pipe, 2, thence overthe grooved pulley at the other end of the gate and down through anotherpieee of vertical gas-pipe, over a pulley in the bend at the bottom, andthrough a horizontal piece of pipe, l, under the railway,over a pulleyin its end and up its vertical connecting-piece 4, over the groovedpulley on the frame, and down through another vertical pipe, 5, over apulley in the bend thereof, and through a connected horizontal pipe, a,extending under the roadway, to a vertical extension thereof, 6, thenceover the fourth grooved pulley on the frame and through an-` otherhorizontal pipe, m, under the railway, which has upright ends 7 Sandpulleys, such as have been heretofore described. Then the end of ltherope is connected to the other end brought over the first pulley. Therope is marked h, and forms a continuous connection between the fourpulleys on the ends of the gates. The power may be applied by hand atany exposed point in the rope to move the gate, and it actssimultaneously on both ends on both of the gates. Thejoints in the pipesat the bends are made tight, and the pipes are filled with mineral oilor some other suitable non-freezing lubricating material, so that therope is caused to pass easily. Over the upper ends of the pipes I placea tubular cap, p, which is attached to the rope,and is made long enoughto allow all the movement necessary of the rope in swinging the gatewithout uncovering the pipe. These caps prevent water or dirt fromfalling into the ends of the tubes, and there is no appreciable waste ofthe oil in the movement ofthe rope.

I have shown wires extended between the arms to form the barrier, andthese are conveniently strong aud little exposed to the action of thewind. I also form the arms of thin material, so as to be exposed aslittle as possie ble laterally to the force of the wind. In order torender the barrier more plainly visible, I suspend upon the wires signsQ. These may extend the whole or only a part of the Way across therailway. rIhey are suspended from the wire so as to turn freely andalways to hang down by their own weight, but they are made of anysuitable thin and light material, and a lantern may be suspended in thesame manner from the wires in the night-time.

Vhen there is a sidewalk outside of the posts, I place an arm, q, on theend of each arm c, and extend it horizontally across the sidewalk. v

I claim asiny inventionl. In combination, the end frames pivoted uponsupporting-posts, a wire stretched between the ends of the arms c ofsaid frames, the grooved pulleys secured to said frames, and theconnecting-ropes, substantially as described.

2. The combination, in a railroad-gate, of'

supporting-posts, end frames pivoted upon said posts, having suitableoperating-pulleys and a connecting rope or chain, a wire stretchedbetween the arms c of said frames to form a barrier across the road, anda supplemental arm, q, extending at right angles to the arm c andadapted to form a barrier across the sidewalk, substantially asdescribed.

3. In combination with the gates, their pulleys and theconnecting-ropes, the pipes having upturned ends, the filling ofnon-freezing lubricant, and the protectingcaps p, substantially asdescribed.

4. In combination with the gates, the ropes, and the pipes havinguptnrned ends, the tubular caps attached to the ropes, substantially asdescribed.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

KING H. C. PRESTON.

Witnesses:

Guns. H. PREsToN, JOHN C. KEEFFE.

